Gearing.



- F. G. GAVE.

GEARING.

3 BEBE TS SHEET 1 F. G. GAVE.

GEABING.

APPLICATION FILED MAR124,19lL

Patented Dec. 12,1911.

3 SHEETS-3333 2.

: COLUMBIA PLANOGEAPH CD-,WASHINOTON D C F. G. CAVE.

GEARING.

-APPLIGATION FILED MAR. 24, 1911. V

Patented Dec. 12,1911.

3 SHEETS-$11311! 3.

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UNITED STATES PATENT OFFICE.

FREDERICK C. CAVE, 0F LISBON, 1\TOBTH DAKOTA, ASSIGNOR 0F ONE-THIRD T'ORUSH S. ADAMS AND ONE-THIRD TO PATRICK H. BOURKE, OF LISBON, NORTHDAKOTA.

GEARING.

Specification of Letters Patent.

Application filed March 24, 1911.

Patented Dec. 12, 1911.

Serial No. 616,661.

To all whom it may concern Be it known that I, FREDERICK C. CAVE,citizen of the United States, residing at Lisbon, in the county ofRansom and State of North Dakota, have invented certain new and usefulImprovements in Gearing, of which the following is a specification.

This invention relates to improvements in gearing, more particularly togearing employed in connection with traction engines, and has for one ofits objects to provide an apparatus of this character wherein provisionis made for driving the traction portion of the machine at two speeds,and with means for changing the speed without stopping the engine.

Another object of the invention is to provide a device of this characterwhereby two different speeds may be imparted to the traction portion ofthe apparatus and the engine uncoupled from the driving mechanlsm.

With these and other objects in view the invention consists in certainnovel features of construction as hereinafter shown and described andthen specifically pointed out in the claims, and in the drawingsillustrative of the preferred embodiment of the invention, Figure 1 is aside elevation of a conventional traction engine with the improvementapplied; Fig. 2 is a plan view of the same, with a portion of the rim ofthe combined clutch and balance wheel broken away; Fig. 3 is an enlargedsection of the clutch mechanism; Fig. 4 is an enlarged detail view insection on the line 4-4 of Fig. 3; Fig. 5 is a detached View of thelonger and smaller sleeve and the smaller or low speed pinion; and Fig.6 is a similar view of the shorter and larger sleeve with the larger orhigh speed pinion.

Corresponding and like parts are referred to in the followingdescription and indicated in all the views of the accompanying drawingsby the same reference characters. The improved apparatus may be appliedwithout material structural changes to engines and boilers of any of thevarious makes of traction engines, and for the pur-.

pose of illustration is shown applied to a conventional boiler andtraction mechanism,

and mounted for rotation in bearings 15 upon the boiler. Connected tothe overhanging end of the shaft 14 is a combined drive and flywheel,including the rim 17, spokes l8 and hub 19, the latter being rigidlyconnected to the shaft, as by a key 20. The spokes 18 and hub 19 arelocated adjacent to the outer edge of the rim, and the inner face of therim 17 is formed with two tapering clutch faces 2122, the clutch facespreferably being reversely arranged, as shown, Each of the clutch facesis provided with an independent clutch mechanism, as hereinafterdescribed.

Mounted for rotation upon the shaft 14 is a relatively long sleeve orhollow shaft- 23, and mounted for rotation upon the sleeve or shaft 23is another and shorter sleeve or hollow shaft 24. The hollow shaft 23carries a relatively small gear pinion 25, while the shorter hollowshaft or sleeve carries a larger gear pinion 26. Mounted for rotationupon a stub shaft 27 connected to the boiler 10 is a double gear 28 and29, the gear 28 being the smaller andmeshing with the pinion 26, whilethe gear 29 is larger and meshes with the smaller pinion 25.

Extending beneath the boiler 10 and in advance of the fire box portionof the same at one side of the center is a shaft 30, the

shaft being supported in suitable bearings '31 connected to the front ofthe fire box oftively small gear 37 operating in constant engagementwith the main drive wheel 38 of the tractionwheel 11. The two shafts 30and 35 are in longitudinal alinement transversely of the boiler and aresupplied with a suitable differential gear, represented conventionallyat 39, at their inner ends. By this arrangement it will be obvious thatwhen rotary motion is applied to the hollow shaft or sleeve 23, motionwill be imparted to the larger gear 29 through the pinion 25, and ifmotion be imparted to the shorter hollow shaft or sleeve 24, motion willbe imparted through the smaller gear 28 at increased speed over thatimparted by the sleeve 23. Thus two speeds may be impart ed to the maintraction wheels by imparting motion either to the sleeve 23 or to thesleeve 24.

Mounted upon the hollow shaft 23 within the drive wheel rim 17 is a hub40, the hub being slidable upon the hollow shaft and arranged to berotated therewith through the medium of a feather 41 operating in acorresponding guideway in the hub. Located adjacent to the beveledfriction face 22 of the rim 17 are clutch shoes 42, and connected intothe hub 40 at opposite sides are rods 43, the outer ends of the rodsengaging in the shoes which are adjustably supported thereon byadjusting nuts 45-46. By this means the shoes are firmly coupled to thehub and at the same time adjustable relative to the friction face 22. Bythis means it will be obvious that when the hub 40 is moved toward thehub 19 of the main drive wheel the shoes 42 will be released fromengagement with the clutch face 22, and when the direction of motion isreversed, or the hub 40 moved away from the hub 19, the shoes will beapplied to the friction face 22. Slidably engaging over the shortersleeve 24 is another hub 47 and arranged to be rotated with the sleevethrough the medium of a feather key 48 operating in a correspondingguideway in the hub 47, so that while the hub 47 is slidable upon theshorter sleeve, it will be rotated therewith. The hub 47 is constructedto overhang the hub 40, as shown at 49, and is provided with an internalstop ring 50 which engages an outwardly directed annular flange 51 onthe hub 40. The ring 50 may be coupled in any suitable manner detachablyto the overhanging portion 49 of the hub 47, but a set screw 52 is shownemployed for that purpose. By this arrangement it will be obvious thatthe two hubs 40-47 will be moved longitudinally of their respectivesleeves 23 and 24, while at the same time free to be independentlyrotated withthe sleeve.

Located within the rim 17 of the main fly-wheel are other clutch shoes53 similar to the shoes 42, except that they are reversed in positionand arranged to engage with the beveled clutch surface 21. The shoes 53are coupled to the hub 47 by rods 54 and adjustable relative to theshoes by adjusting nuts 55-56 similar to the rods 43 and adj usting nuts4546. The clutch shoes 4253 will be so arranged that when the shoes 42are in engagement with the beveled clutch surface 22, the shoes 53 willbe withdrawn from engagement with the clutch surface 21, and then whenthe shoes 53 are engaged with the clutch surface 21, the shoes 42 willbe disengaged from the clutch surface 22.

Connected to some stationary portion of the engine, preferably to thenearest bearing 15, is a bracket 57, and pivoted at 58 to this bracketis a shipper arm 59 which is in turn pivotally connected at 60 to ashipper rin 61 fitting in an annular channel 62 in the hub 47. Connectedto the boiler 10 or some other stationary portion of the engine andconvenient to the hand of the engineer upon his platform is an operatinglever 63 connected by a rod 64 to the shipper lever 59. The lever 63 isarranged to operate over a segment 65. The lever 63 is provided with aspring actuated pawl 66 which is adapted to engage in notches in thesegment to hold the lever at any desired position. The segment 65 isprovided with a central notch 67, a forward set of notches 68, and arearward set of notches 69, and the parts are so arranged that when thelever 63 is located in its forward position, or with the pawl 66 inengagement with one of the series of notches 68, the shipper lever 59will be arranged to move the hub 47 into position to connect the shoes42 with the beveled friction surface 22 and thus couple the gear 26 withthe smaller gear 28, and thus produce the rapid speed, while the smallergear 25 is operated as an idler, or without producing any result. Thenwhen the lever 63 is moved into its rearward position, or with the pawl66 in engagement with one of the series of notches 69, the shipper lever59 will be reversed in position and throw the clutch shoes 53 intoengagement with the clutch surface 21 and likewise disconnect the clutchshoes 42 from engagement with the surface 22 and causing the gear 26 torun as an idler. It will be obvious that when the lever 63 is located inits vertical position, or with its pawl 66 in position to engage thecentral notch 67, both of the shoes 42 and 53 will be held out ofengagement with both of the friction faces 2122, or permit the engine torun without producing any result. The rods 4344 being arranged in pairsand firmly anchored in the hubs and in the shoes, produce a very strongand durable clutch device and in which the shoes are readily adjustableto take up for wear or for other purposes.

The improved device is simple in construction, can be strongly anddurably manufactured and enables the operator to control the speed ofthe engine as required and increase or decrease the speed withoutstopping the engine or dismounting from his platform, or disconnect theengine from the traction mechanism by simply locating the lever 63centrally of the segment 65.

While I have shown the improved device applied to an ordinary steamboiler and engine, it will be understood that the invention may beemployed upon traction engines driven by steam, hydrocarbon, alcohol,electricity, or other power without material structural changes.

Having thus described the invention, what is claimed as new is:

1. In a device of the class described, a driven shaft having arelatively small gear and a relatively large gear rotative therewith, adriving shaft, a driving wheel carried by said driving shaft, an innersleeve loose upon said shaft, a relatively small pinion fast upon saidinner sleeve and engaging the larger gear, an outer sleeve rotative uponsaid inner sleeve, a relatively large pinion carried by said outersleeve and engaging said smaller gear, and means for alternatelytransmitting the motion of said drive wheel to said outer sleeve andinner sleeve.

2. In a device of the class described, a drive shaft, a clutch drumconnected to 1'0- tate with said shaft and having two clutch faces, aninner sleeve mounted for rotation upon said shaft, an outer sleevemounted for rotation upon said inner sleeve, two connected gears ofdifierent diameters, means for transmitting motion from said connectedgears, a relatively small pinion connected to said inner sleeve andengaging the larger of said connected gears, a relatively large pinionconnected to said outer sleeve and engaging the smaller of saidconnected gears, a hub slidable upon said inner sleeve and rotativetherewith, another hub slidable upon said outer sleeve and rotativetherewith, a clutch shoe connected to said inner sleeve hub andoperative against one of said clutch drum faces, a clutch shoe connectedto said outer sleeve hub and operative against the other of said clutchdrum faces, coupling means between said hubs, and means for moving saidhubs longitudinally of said sleeves.

3. In a device of the class described, a drive shaft, a clutch drumconnected to 1'0- tate with said shaft and having two clutch faces, aninner sleeve mounted for rotation upon said shaft, an outer sleevemounted for rotation upon said inner sleeve, two connected gears ofdifierent diameters, means for transmitting motion from said connectedgears, a relatively small pinion connected to said inner sleeve andengaging the larger of said connected gears, a relatively large pinionconnected to said outer sleeve and engaging the smaller of saidconnected gears, a hub slidable upon said inner sleeve and rotativetherewith and provided with an annular stop rib, another hub slidableupon said outer sleeve and rotative therewith and provided with anannular recess to receive said stop rib, an annular stop ring withinsaid annular recess and bearing against said stop rib, a clutch shoeconnected to said inner sleeve hub and operative against one of saidclutch drum faces, a clutch shoe connected to said outer sleeve hub andoperative against the other of said clutch drum faces, coupling meansbetween said hubs, and means for moving said hubs longitudinally of saidsleeves.

In testimony whereof, I aflix my signature in presence of two Witnesses.

FREDERICK c. GAVE. 1,. s.

Witnesses:

R. S.'ADAMS, A. M. ROUNDY.

I Copies of this patent ma; be obtained for five cents each, byaddressing the Commissioner of Patents,

Washington, D. G.

